Flight device, aircraft and method for controlling flight of flight device

Abstract

The invention discloses a flight device, an aircraft and a method for controlling flight of the flight device. The flight device comprises: a frame comprising a front portion and a rear portion; the front tilting rotor wing is arranged at the front part of the flight device frame; the rear tiltable rotor wing is arranged at the rear part of the flight device frame; the front tilt rotor is configured to tilt with respect to the direction of gravity at a front tilt angle to control flight of the flight device, and the rear tilt rotor is configured to tilt with respect to the direction of gravity at a rear tilt angle to control flight of the flight device. The aircraft comprises a flight device used for carrying a carrier and the carrier used for carrying objects or people. The method for controlling the flight of the flight device controls the angle and / or speed and / or rotation direction of the tilt rotor according to an instruction.

Description

Citation of Related Applications

[0001] This application is based on and has priority over U.S. Provisional Application No. 63 / 620,795, filed on January 13, 2024, entitled “Method of a fixed wing vertical takeoff and landing aircraft with tandem tiltrotors”; U.S. Provisional Application No. 63 / 602,443, filed on November 24, 2023, entitled “Method of a fixed wing vertical takeoff and landing aircraft with tandem tiltrotors”; and U.S. Provisional Application No. 18 / 922,362, filed on October 21, 2024, entitled “FLYING APPARATUS, AIRCRAFT, AND METHOD FOR CONTROLLING FLIGHT OF FLYING APPARATUS”. , the entire disclosure of which is incorporated by reference into this article and this application for all purposes. Technical Field

[0002] The present invention relates to aircraft technology, and in particular to a flying device, an aircraft and a method for controlling the flight of an aircraft. Background Art

[0003] Vertical take-off and landing (VTOL) aircraft play an important role in multiple industries, including transportation and emergency services. Traditionally, VTOL aircraft use fixed propellers to achieve vertical take-off and forward propulsion. Although this configuration provides a certain degree of stability, it has limitations in terms of flight duration, speed and efficiency. In addition, the failure of the propeller that provides lift can lead to balance problems and potential accidents, posing a significant safety hazard.

[0004] To address these challenges, some VTOL aircraft have introduced horizontal tilt-rotors at the end of each wing. This configuration not only enables vertical takeoff and landing capabilities, but also facilitates fast forward flight performance. However, the introduction of tilt-rotors at the end of the wing also brings its own set of problems, including reduced stability during flight state transitions. Although some multi-tilt rotor aircraft have improved safety to a certain extent, the use of multiple tilt-rotors often comes at the cost of reduced overall efficiency. In addition, with this layout, if one propeller fails, it may still cause balance problems and catastrophic accidents, further exacerbating safety risks.

[0005] Traditional helicopters, including rescue helicopters, usually have large rotor diameters, which limits their application in narrow urban environments. In addition, the cost of current VTOL aircraft is significantly high, mainly due to the high cost of the power system and transmission system. Summary of the invention

[0006] This patent provides a flying device, an aircraft, and a method for controlling the flight of the flying device.

[0007] According to the first part of the disclosure of this patent, this patent provides a flying device. The flying device includes: a frame, the frame includes a front part and a rear part; a front tilt rotor, which is placed in the front part of the flying device frame; a rear tilt rotor, which is placed in the rear part of the flying device frame; the front tilt rotor is configured to tilt at a forward tilt angle relative to the direction of gravity to control the flight of the flying device, and the rear tilt rotor is configured to tilt at a backward tilt angle relative to the direction of gravity to control the flight of the flying device.

[0008] According to the second part of the disclosure of this patent, this patent provides an aircraft. The aircraft includes a flying device for carrying a vehicle, a vehicle for carrying objects or people; the flying device includes a frame, the frame includes a front part and a rear part, a front tilt-rotor is arranged at the front part of the frame, and a rear tilt-rotor is arranged at the rear part of the frame; the front tilt-rotor is configured to tilt at a forward tilt angle relative to the direction of gravity to control the flight of the flying device, and the rear tilt-rotor is configured to tilt at a backward tilt angle relative to the direction of gravity to control the flight of the flying device; the flying device can be the flying device in the first part of the above content.

[0009] According to the third part of the disclosure of this patent, this patent provides a method for controlling the flight of an aircraft or a flying device. The method includes receiving an instruction to respond to the flight of the aircraft from a control terminal; controlling the angle and / or speed (rotation speed) and / or rotation direction of the forward tilt rotor according to the instruction, and controlling the angle and / or speed (rotation speed) and / or rotation direction of the rear tilt rotor; and the forward tilt rotor is placed in the front part of a frame, and the forward tilt rotor is configured to tilt at a forward tilt angle relative to the direction of gravity to control the flight of the flying device; the rear tilt rotor is placed in the rear part of a frame, and the rear tilt rotor is configured to tilt at a backward tilt angle relative to the direction of gravity to control the flight of the flying device. The flying device in this method can be the aircraft in the second part, and the flying device can be the flying device in the first part. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] To facilitate distinguishing the discussion of any particular element or step, the most significant digit(s) in a reference number refers to the figure number in which the element first appears.

[0011] Figure 1A A top view of a vertical take-off and landing (VTOL) aircraft in its vertical take-off and landing configuration is shown in accordance with an embodiment of the present invention.

[0012] Figure 1B A top view of a vertical take-off and landing (VTOL) aircraft in its horizontal flight configuration is shown in accordance with one embodiment of the present invention.

[0013] Figure 2A A side view of a vertical take-off and landing (VTOL) aircraft in its vertical take-off and landing configuration is shown in accordance with one embodiment of the present invention.

[0014] Figure 2B A side view of a vertical take-off and landing (VTOL) aircraft in its horizontal flight configuration is shown in accordance with one embodiment of the present invention.

[0015] Figure 3A A front view of a vertical take-off and landing (VTOL) aircraft in its VTOL configuration is shown in accordance with one embodiment of the present invention.

[0016] Figure 3B A front view of a vertical take-off and landing (VTOL) aircraft in accordance with an embodiment of the present invention is shown in its horizontal flight configuration.

[0017] Figure 4A A front view of a vertical take-off and landing (VTOL) aircraft with extended main wings in its horizontal flight configuration is shown in accordance with an embodiment of the present invention.

[0018] Figure 4BA front view of a vertical take-off and landing (VTOL) aircraft with extended rotor fixed wings in its horizontal flight configuration is shown in accordance with an embodiment of the present invention.

[0019] Figure 5A A top view of a vertical take-off and landing (VTOL) aircraft in its vertical take-off and landing configuration is shown with a vertical take-off and landing assist system according to an embodiment of the present invention.

[0020] Figure 5B A top view of a vertical take-off and landing (VTOL) aircraft in its horizontal flight configuration with a vertical take-off and landing assist system according to an embodiment of the present invention is shown.

[0021] Fig. 6A A top view of a vertical take-off and landing (VTOL) aircraft with two main wings in its VTOL configuration is shown according to an embodiment of the invention.

[0022] Figure 6B A side view of a vertical take-off and landing (VTOL) aircraft with two main wings in its VTOL configuration is shown according to an embodiment of the invention.

[0023] Fig. 7A A top view of a vertical take-off and landing (VTOL) aircraft with a float system in accordance with an embodiment of the present invention is shown in its vertical take-off and landing configuration.

[0024] Figure 7B A top view of a vertical take-off and landing (VTOL) aircraft in a separated flying device and carrier configuration is shown in accordance with an embodiment of the present invention.

[0025] Fig. 8A A top view of a vertical take-off and landing (VTOL) aircraft in a vertical take-off and landing configuration with a stowed vertical take-off and landing assist system according to an embodiment of the present invention is shown.

[0026] Figure 8B A top view of a vertical take-off and landing aircraft with a vertical take-off and landing assist system according to an embodiment of the present invention is shown.

[0027] Fig. 9A The figure shows a side view of a vertical take-off and landing aircraft in a vertical take-off and landing state with a vertical take-off and landing assisting system according to an embodiment of the present invention.

[0028] Fig. 9B A side view of a vertical take-off and landing aircraft in a horizontal flight state with a vertical take-off and landing assist system according to an embodiment of the present invention is shown.

[0029] Fig.10 It is a block diagram of a method for controlling the flight of an aircraft. DETAILED DESCRIPTION

[0030] Reference is made to example embodiments of the detailed description, which are illustrated in the accompanying drawings. The following description refers to the accompanying drawings, wherein the same numbers in different drawings represent the same or similar elements unless otherwise specified. The following descriptions of example embodiments do not represent all implementations consistent with the disclosure. Instead, they are merely examples of apparatus and methods consistent with the relevant aspects of the disclosure as described in the accompanying claims.

[0031] The terms used in this disclosure are only used to describe specific examples and are not intended to limit the disclosure. Words in the singular form such as "a", "the" and "the" are also intended to include plural forms in this disclosure and the appended claims, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in this disclosure refers to any or all possible combinations including one or more of the relevant listed items.

[0032] The term "one embodiment", "an embodiment", "an example", "some embodiments", "some examples" or similar language mentioned in this specification means that the specific features, structures or characteristics described are included in at least one embodiment or example. The features, structures, elements or characteristics described in relation to one or some embodiments are also applicable to other embodiments unless otherwise explicitly stated.

[0033] It should be understood that although the terms "first", "second", "third", etc. are used in the present disclosure to describe various information, the information is not limited to these terms. These terms are only used to distinguish the same type of information. For example, without departing from the scope of the present disclosure, the first information may also be referred to as the second information, and the second information may also be referred to as the first information. Depending on the context, for example, the word "if" used in the present disclosure may be interpreted as "when" or "in the case of...", or "in response to...", determine.

[0034] A flying device is provided in the patent disclosed in this disclosure. The flying device is a device or machine used for flying in the air, and can also be used as a flying platform for carrying other equipment. In some embodiments of the present disclosure, the flying device can be said to be a part of an aircraft and can be configured as a carrying vehicle. Figure 1B and Figure 2BAs shown, the flying device 100 includes a frame 10, a front tilt-rotor 105A and a rear tilt-rotor 105B. The frame 10 includes a front portion 11 and a rear portion 12. The front tilt-rotor 105A is placed on the front portion 11 of the frame, and the rear tilt-rotor 105B is placed on the rear portion 12 of the frame 10. The front tilt-rotor 105A can be tilted forward, upward or backward by a certain angle, that is, the rotation axis of the front tilt-rotor forms a certain forward tilt angle relative to the direction of gravity to control the flight of the flying device, and the rear tilt-rotor 105B can also be tilted forward, upward or backward by a certain angle, that is, the rotation axis of the rear tilt-rotor forms a certain backward tilt angle relative to the direction of gravity to control the flight of the flying device. The rotation axis of the front tilt-rotor 105A and the rotation axis of the rear tilt-rotor 105B can be parallel or non-parallel, that is, the forward tilt angle and the rear tilt angle can be the same or different. In some embodiments, the front portion 11 of the frame 10 may be a forward tilt-rotor mount 103A, and the rear portion 12 of the frame 10 may be a rearward tilt-rotor mount 103B. In addition, the frame 10 further includes at least one main wing 104 disposed between the forward tilt-rotor mount 103A and the rearward tilt-rotor mount 103B, and a linear bracket 102 for connecting and fixing the forward tilt-rotor mount 103A, the rearward tilt-rotor mount 103B, and at least one main wing 104.

[0035] In some schemes, such as Figure 2A The front tilt rotor 105A includes a front tilt shaft 13A parallel to the plane of the front part 11 of the frame 10, and the rear tilt rotor 105B includes a rear tilt shaft 13B parallel to the plane of the rear part 12 of the frame 10; that is, the front tilt rotor 105A is rotatably mounted on the front part 11 through the front tilt shaft 13A so as to be rotatable relative to the front part 11; the rear tilt rotor 105B is rotatably mounted on the rear part 12 through the rear tilt shaft 13B so as to be rotatable relative to the rear part 12. The front tilt shaft or the rear tilt shaft is rotatably connected to the frame 10 (the front part or the rear part); the specific connection method can be that the front tilt shaft or the rear tilt shaft forms a shaft sleeve, and the shaft sleeve is rotatably matched with the appropriate part of the frame 10; it can also be the opposite, that is, the appropriate part of the frame 10 forms a shaft sleeve that is rotatably matched with the front tilt shaft or the rear tilt shaft. In order to achieve controllable forward tilt axis or rearward tilt axis, a limiting mechanism or driving mechanism can be set between the sleeve and the frame 10 to control the rotation angle of the sleeve relative to the frame 10, thereby changing the tilt angle of the forward tilt rotor 105A or the rearward tilt rotor 105B relative to the frame.

[0036] In some embodiments, at least one front tilt-rotor 105A or rear tilt-rotor 105B can be perpendicular to the ground (i.e., the tilt-rotor is tilted upward so that the long axis of its rotor is perpendicular to the ground) to achieve vertical take-off and landing, or tilted to a horizontal direction relative to the ground (i.e., the tilt-rotor is tilted forward so that the long axis of its rotor is parallel to the ground) to achieve take-off or forward or backward flight.

[0037] In some embodiments of the present invention, the flying device also includes a control system 14 to control the front tilt-rotor 105A and the rear tilt-rotor 105B to have the same rotation speed and opposite rotation direction. The opposite rotation direction can offset the torque generated by the front tilt-rotor 105A and the rear tilt-rotor 105B. It is understood that at this time, the propeller blades of the front tilt-rotor 105A and the rear tilt-rotor 105B need to be set in the opposite direction and rotate in opposite directions. In some implementations, the control system 14 can also control the front tilt-rotor 105A and the rear tilt-rotor 105B to tilt synchronously. In some implementations, the flying device 100 can also have external terminal control or autonomous flight control.

[0038] Figure 1A and Figure 2A As shown, the aircraft 200 has a linear support 102, a tilt-rotor mount 103, a main wing 104, a tilt-propeller system 105, a wing platform complex 106 and a fuselage 107. The linear support 102 includes a left linear support 102A and a right linear support 102B, which are used to connect and fix the front tilt-rotor mount 103A, the main wing 104 and the rear tilt-rotor mount 103B respectively. The tilt-rotor system 105 includes a front tilt-rotor 105A, a rear tilt-rotor 105B and corresponding gear connection structures and gear compartments. In some embodiments, more than one main wing 104 can be arranged between the front tilt-rotor mount and the rear tilt-rotor mount. In some embodiments, the aircraft includes a vehicle, which can form the fuselage 107. Of course, the specific embodiments are not limited to the current description.

[0039] Continue to refer Figure 1A and Figure 2A, the left linear bracket 102A and the right linear bracket 102B are parallel and symmetrically distributed. The two ends of the front tilt-rotor bracket 103A are respectively connected to the front ends of the left linear bracket 102A and the right linear bracket 102B, and the two ends of the rear tilt-rotor bracket 103B are respectively connected to the rear ends of the left linear bracket 102A and the right linear bracket 102B. The main wing 104 is connected to the middle position of the left and right linear brackets (the tilt-rotor bracket and the main wing are parallelly distributed and can be in the same horizontal plane). The front tilt-rotor 105A is placed in the middle position of the front tilt-rotor bracket 103A, and the rear tilt-rotor 105B is placed in the middle position of the rear tilt-rotor bracket 103B. The front and rear tilt-rotors are distributed in a longitudinal column. The front tilt-rotor 105A and the rear tilt-rotor 105B can be synchronously tilted relative to the long axes of the front tilt-rotor bracket 103A and the rear tilt-rotor bracket 103B, respectively.

[0040] Figure 1A , Figure 2A and Figure 3A For the vertical take-off and landing mode of the vertical take-off and landing aircraft 200, the linear support 102, the tilt-rotor mounting frame 103, the main wing 104, the tilt-rotor and the wing platform complex 106 constitute a flight device 100. The horizontal planes of the linear support, the front tilt-rotor mounting frame, the rear tilt-rotor mounting frame and the main wing 104 are in a plane (i.e., their upper surfaces extend substantially in a plane), which is called the flight device plane. The rotation axis of the front tilt-rotor 105A (i.e., the long axis of the tilt-rotor rotor) and the rotation axis of the rear tilt-rotor 105B are in the same vertical plane, which is perpendicular to the above-mentioned flight device plane. The long axes of left linear bracket 102A, right linear bracket 102B, front tilt-rotor mounting frame 103A, rear tilt-rotor mounting frame 103B and main wing 104 are symmetrical about the line between the fixing points of front tilt-rotor 105A and rear tilt-rotor 105B; that is, left linear bracket 102A and right linear bracket 102B are symmetrical with respect to the above-mentioned vertical plane; the long axes of front tilt-rotor mounting frame 103A and rear tilt-rotor mounting frame 103B are also symmetrical with respect to the vertical plane; the long axis of main wing 104 can also be symmetrical with respect to the vertical plane.

[0041] In some embodiments, the wing platform complex 106 is placed under the frame 10 to place the power system 15 and connect the vehicle. The power system 15 is used to provide power to the forward tilt rotor 105A and the rear tilt rotor 105B. In some schemes, the power system 15 can provide power to the entire aircraft. In some embodiments, the power system 15 can be powered by one or more of the following methods, such as fuel, electrical energy, wind energy, solar energy, nuclear energy, etc.

[0042] In some embodiments, such as Figure 2A, 2B, 3A and 3B, a wing platform complex 106 is placed at the center below the main wing 104. A power system including a generator 118 and an engine 117 driving the generator to generate electricity is placed at the rear of the wing platform complex 106, and the engine includes a left engine 117A and a right engine 117B, which are respectively located inside or on both sides of the wing platform complex 106. A compound gear box 121 is placed at the front of the wing platform complex 106.

[0043] according to Figure 1A , 2A and 3A, the vertical take-off and landing aircraft 200 includes a fuselage 107 placed under the wing platform complex 106. The long axis of the fuselage 107 is parallel to or in the vertical plane (the plane passing through the rotation axis of the front tilt-rotor 105A and the rotation axis of the rear tilt-rotor 105B), which is perpendicular to the plane of the flight device.

[0044] according to Figure 1B , 2A and 3A, the tilt-rotor system includes a rotor system 108, a propeller 109 and corresponding gears and gear compartments. The front tilt-rotor 105A and the rear tilt-rotor 105B have the same rotation speed but opposite rotation directions. This layout ensures the safety and stability of the aircraft. If one of the front tilt-rotor 105A and the rear tilt-rotor 105B fails, the other tilt-rotor can still help the aircraft 200 fly safely or land in an emergency. Even if both tilt-rotors have problems, the emergency parachute located inside the main wing 104 can help the aircraft land safely. In some cases, the front and rear tilt-rotors can also meet flight requirements by adjusting their status in real time, such as controlling the direction of flight.

[0045] like Figure 2A and 2B As shown, the rear stabilizer wing includes two rear stabilizer wings 110B on the left and right sides, and the two rear stabilizer wings 110B on the left and right sides are respectively located at the rear and lower sides of the left linear support 102A and the right linear support 102B. The rear stabilizer wing includes a rudder 112B that can be rotated vertically, which can be used to control the direction of the aircraft 200 during horizontal flight.

[0046] Continue to refer Figure 2A and Figure 2B The front stabilizer wing includes a left front stabilizer wing 113A and a right front stabilizer wing 113B, and the left front stabilizer wing 113A and the right front stabilizer wing 113B are respectively located in front of and below the left linear support 102A and the right linear support 102B. The front stabilizer wing includes a horizontally rotatable rudder 111B, which can be used to control the direction of the aircraft 200 during vertical takeoff.

[0047] like Figure 1A and2A The wing platform complex 106 may further be provided with a transmission device 16 for connecting the power system 15 and the tilt-rotor system. The power system 15 and the transmission device 16 may be placed on both sides of the wing platform complex 106. The transmission device 16 includes a joint gear box 121 and a transmission rod system 122, which may be located inside the wing platform complex 106, the main wing 104, the linear support 102 and the tilt-rotor fixing frame 103 accordingly. The transmission device may be connected to the operating system, the tilt and the power system to control the flight attitude of the aircraft 200. Of course, the tilt of the front and rear tilt-rotors may also be directly controlled by a micro motor controlled by a computer.

[0048] The fuselage 107 includes a tail 114 at the rear of the fuselage to assist in maintaining balance and placing the rear landing wheels of the aircraft. The tail includes a left tail 114A and a right tail 114B.

[0049] The fuselage 107 includes a retractable or foldable landing wheel system, which includes a wheel bay and a retractable wheel. The wheel bay includes a 115A located at the far end of the left rear tail and a 115B located at the right rear tail. The retractable wheel 116 includes a front retractable wheel 116A located at the front lower part of the fuselage 107, a foldable wheel 116B located below the wheel bay 115A of the left rear tail, and a foldable wheel 116C located below the wheel bay 115B of the right rear tail. In some embodiments, a foldable rear wheel system can be folded inside the rear tail 104.

[0050] Continue to refer Figure 1A and Figure 2A It is worth noting that the center of gravity of the vertical take-off and landing aircraft 200 is below the flying device 100. The distances from the center of gravity to the forward tilt-rotor 105A and the rearward tilt-rotor 105B are equal. Similarly, the distances from the center of gravity to the left linear support 102A and the right linear support 102B are the same, and the distances from the center of gravity to the forward tilt-rotor mounting bracket 103A and the rearward tilt-rotor mounting bracket 105B are the same. The lower center of gravity ensures the stability of the aircraft in the horizontal flight state.

[0051] like Figure 1A and Figure 2AAs shown, the vertical take-off and landing aircraft 200 uses hybrid power. The rotor systems 108A and 108B of the tilt-rotor include electric motors. The generator 118 is connected to the engine, wherein the engine includes a left engine 117A and a right engine 117B, which are located at the rear of the wing platform complex 106. The redundant design ensures that once one engine fails, the other engine can still provide power for the aircraft. In the event of failure of two engines or generators, a parachute placed inside the main wing 104 or a rechargeable battery located inside the aircraft can ensure an emergency and safe landing of the aircraft.

[0052] In another embodiment, the generator 118 and the engine included in the power system are located at the rear of the fuselage 107. In order to reduce noise, the left engine 117A and the right engine 117B can be located at the wheel compartments 115A and 115B of the left and right rear tails, respectively.

[0053] In some embodiments, the tilting rotor may be driven by a gas engine, which may be implemented by an engine located at the wing platform complex 106 or at other locations of the aircraft 200 through a transmission system, or by the engine directly serving as the rotor system 108A\108B.

[0054] In some embodiments, the rotor system of the tiltrotor may be powered by rechargeable batteries located inside the VTOL vehicle 200 .

[0055] like Figure 1A , Figure 1B , Figure 2A and Figure 2B As shown, the tilt-rotor mounting frame is fixed on the linear bracket in a horizontal position. The tilt-rotor can be rotated forward, upward and backward relative to the long axis of the tilt-rotor mounting frame by a transmission shaft. In the vertical take-off and landing mode, the vertical take-off and landing aircraft 200 can achieve vertical take-off and landing by rotating the tilt-rotor upward, and can adjust the direction left and right by adjusting the horizontal rotation rudder 111B of the stabilizing wing 113A / 113B. The vertical take-off and landing aircraft 200 can achieve forward horizontal flight by rotating the tilt-rotor forward to a horizontal position, and control the flight direction by adjusting the vertical rotation rudder 112 of the tail stabilizing wing 110. In some schemes, the flight state of the aircraft can also be changed by adjusting the rotation speed and attitude of the tilt-rotor 105A and / or 105B in real time.

[0056] In another solution, the rotor system of the tilt-rotor can be fixed on the front tilt-rotor mounting frame 103A and the rear tilt-rotor mounting frame 103B, and only the rotation axis of the propeller can be tilted through the hinge system during the flight attitude change. In some solutions, the propeller is relatively fixed to the rotor system 108, the rotor system 108 is fixed to the tilt-rotor mounting frame 103, and the propeller 109, the rotor system 108 and the tilt-rotor mounting frame 103 rotate together during the flight attitude change.

[0057] like Figure 1A and 1B As shown, the tilt-rotor mount and the main wing 104 provide the main lift during the horizontal flight of the aircraft. Figure 4A As shown, flaps 119A, 119B and / or 119C may be arranged on the tilt-rotor mounting frame and the main wing 104 , respectively, as required.

[0058] like Figure 4A and 4B As shown, as required, the tilt-rotor fixed frame or main wing 104 can be symmetrically extended to provide greater lift during horizontal flight. In some schemes, the layout of the double-layer wing can also be adopted to increase lift.

[0059] like Figure 5A As shown, in some embodiments, a vertical take-off and landing auxiliary system is used for the flying device 100 or the aircraft 200 in the vertical take-off and landing mode to achieve vertical take-off and landing. The auxiliary system includes a left lift fan 120A and a right lift fan 120B, and the left lift fan 120A and the right lift fan 120B are respectively located on the left and right sides of the main wing 104, and are respectively provided with covers so that the auxiliary system can be closed when the aircraft is flying horizontally to avoid affecting the efficiency of the aircraft.

[0060] like Fig. 6A and 6B As shown, in another solution, the main wing 104 can be designed as a front main wing 104A and a rear main wing 104B as required.

[0061] like Fig. 7A As shown, in one embodiment, an inflatable float system is used for emergency water landing of an aircraft. The float system includes two floats 123A and 123B in front of the aircraft and two floats 123C and 123D in the back. As needed, corresponding types of floats can also be placed under the fuselage and on both sides of the fuselage to achieve water take-off and landing.

[0062] like Fig. 7AAs shown, in some embodiments, the flying device 100 and the fuselage 107 of the vertical take-off and landing aircraft 200 can be separated. The flying device 100 can fly independently to carry other vehicles, and the fuselage 107 can also be used as an independent means of transportation. In other words, the flying device 100 can be connected to the fuselage 107 through a detachable mechanism, and the two can be kept connected or separated according to actual needs.

[0063] In some schemes, such as Figure 1A , as shown in FIG. 2A and FIG. 2B , the diameter of the propeller of the tilt-rotor system is appropriately smaller than the length of the tilt-rotor mount. Therefore, the diameter of the propeller 109A of the front tilt-rotor 105A is smaller than the front tilt-rotor mount 103A, or the diameter of the propeller 109B of the rear tilt-rotor 105B is smaller than the front tilt-rotor mount 103B. In addition, the distance from the tilt-rotor to the main wing 104 is appropriate, and the height of the wing platform complex 106 should be appropriate to avoid collision between the propeller and the fuselage 107 during the flight attitude change of the aircraft.

[0064] In some embodiments, rear tiltrotor 105B may be designed to tilt downward or backward so that propeller 109B does not hit the linear support and the diameter of rear propeller 109B does not have to be limited to be smaller than the length of the tiltrotor mount.

[0065] In some schemes, such as Fig. 8A , 8B, 9A and 9B, as required, the linear bracket may include an auxiliary vertical take-off and landing system to assist the flying device 100 or the vertical take-off and landing aircraft 200 in achieving vertical take-off and landing. The auxiliary vertical take-off and landing system may include retractable propellers 132A, 132B, 132C and 132D symmetrically distributed on the linear bracket. The auxiliary vertical take-off and landing system is opened for use in the vertical take-off and landing state, and is stored and closed under the horizontal flight state to avoid affecting the flight efficiency of the aircraft. The linear bracket can be provided with corresponding space to store the retractable propellers during horizontal flight.

[0066] In some embodiments, the wing platform complex 106 can be designed as a retractable structure so that the height of the wing platform complex 106 can be shortened during the horizontal flight of the aircraft to reduce the volume and increase the stability of the flying device 100 or the vertical take-off and landing aircraft 200. The wing platform complex 106 is extended during the vertical take-off and landing process or during the flight attitude change process to increase the stability of the aircraft and avoid the propeller and the tail of the fuselage 107 from colliding with each other during the flight attitude change process.

[0067] The pilot can control the flight state of the aircraft 200 through the transmission system in the cockpit. In addition, the flight state of the vertical take-off and landing aircraft 200 can be automatically controlled by computer instructions.

[0068] In some embodiments, the flying device 100 or the vertical take-off and landing aircraft 200 may be equipped with a computer system with multiple processors to ensure that the power system and the control system are in the best state, and to control and ensure the stability of the aircraft during flight or flight attitude change. One or more processors can execute instructions to perform all or some steps in the above method. The instructions can be stored in a non-temporary computer-readable storage medium of one or more processors. In addition, one or more processors may include one or more modules that facilitate interaction between the processor and other components. The processor may be a central processing unit (CPU), a microprocessor, a single-chip microcomputer, a graphics processing unit (GPU), etc.

[0069] Fig.10 It is a block diagram of a method for controlling a flying device according to the disclosure of this patent. The method may require one or more processors to control. In step 1001, one or more processors receive instructions reflecting the flight trajectory from a control terminal. In step 1002, according to the aforementioned instructions, one or more processors control the tilt angle, rotation speed and rotation direction of the front tilt rotor, as well as the tilt angle, rotation speed and rotation direction of the rear tilt rotor; the front tilt rotor is located at the front of a bracket, and the rear tilt rotor is located at the rear of the bracket; the front tilt rotor is configured to tilt at a forward tilt angle relative to the direction of gravity to control the flight of the flying device, and the rear tilt rotor is configured to tilt at a rear tilt angle relative to the direction of gravity to control the flight of the flying device. The flying device in this method can be the flying device in the above-mentioned embodiment.

[0070] This patent discloses some implementation schemes of a vertical take-off and landing aircraft with tilt-rotor wings arranged in a front-to-back tandem arrangement, which solve the existing problems of low efficiency, low stability and low safety.

[0071] The present disclosure summarizes the contents of a fixed-wing tandemly distributed tilt-rotor vertical take-off and landing aircraft: a tilt-rotor system is distributed in a tandem manner at the front and rear parts of the vertical take-off and landing aircraft to provide forward pulling force and upward lifting force to achieve horizontal flight and vertical take-off and landing.

[0072] In one embodiment, the vertical take-off and landing aircraft also includes a linear support, a tilt-rotor mounting frame, a main wing, a wing platform complex, and a fuselage. The linear support includes a left linear support and a right linear support, and the linear supports on the left and right sides are arranged in parallel and symmetrically to connect and fix the tilt-rotor mounting frame and the main wing. The tilt-rotor mounting frame includes a front tilt-rotor mounting frame and a rear tilt-rotor mounting frame, which respectively connect the front and rear ends of the left and right linear supports. The main wing is located in the middle of the two linear supports. The tilt-rotor system includes a front tilt-rotor and a rear tilt-rotor, and their corresponding gears and gear compartments. The front tilt-rotor and the rear tilt-rotor are respectively located in the middle of the front tilt-rotor mounting frame and the rear tilt-rotor mounting frame according to a longitudinal distribution. The linear support, the tilt-rotor mounting frame, the tilt-rotor, the main wing and the wing platform complex can form a platform, which can be called a flight platform. The linear support, tilt-rotor mounting frame and main wing are in one plane, which is called the flight platform or flight device plane.

[0073] In one embodiment, a fuselage is placed under the main wing by connecting the wing platform complex. The wing platform complex can also be used as an equipment compartment to house key equipment such as gear boxes, transmission rods and power systems. The left and right linear brackets are symmetrically arranged relative to the long axis of the wing platform complex and the fuselage.

[0074] In one embodiment, a transmission system is included, which includes a transmission rod and corresponding gears located in the tilt-rotor fixed frame, the linear bracket, the main wing, and the wing platform complex. The transmission system is connected to the tilt-rotor system, the power system, and the operating system to synchronously operate the tilt-rotor, transmit power, and control the flight state of vertical take-off and landing flight. That is, two transmission systems can be included, each of which can include a transmission rod and / or corresponding gears and other corresponding power transmission mechanisms. One transmission system can be arranged on the left side of the main wing, the left linear bracket, and the left side of the front tilt-rotor fixed frame or the left side of the rear tilt-rotor fixed frame, and one end is connected to the power system, and the other end is connected to the control system and the front tilt-rotor or the rear tilt-rotor to achieve power transmission; the other end can be arranged on the right side of the main wing, the right linear bracket, and the right side of the front tilt-rotor fixed frame or the right side of the rear tilt-rotor fixed frame, and one end is connected to the power system, and the other end is connected to the control system and the front tilt-rotor or the rear tilt-rotor to achieve power transmission. The two transmission systems can be symmetrically distributed to maintain overall balance. At the same time, the two transmission systems transmit power to the forward tilt-rotor or the rearward tilt-rotor at the same time, which can improve power reliability.

[0075] In one embodiment of the present disclosure, the rear stabilizer includes a left rear stabilizer and a right rear stabilizer, which are respectively located below the rear ends of the left and right linear supports. Each stabilizer includes a vertically rotatable rudder for manipulating the aircraft during horizontal flight. In addition, the front stabilizer includes a left front stabilizer and a right front stabilizer, which are respectively located below the front of the left and right linear supports to help the vertical take-off and landing (VTOL) aircraft maintain balance. Each front stabilizer has a horizontally rotatable rudder for controlling the direction in the vertical take-off and landing state, or the vertical take-off and landing aircraft can also change the flight direction according to the speed and state of the tilt rotor.

[0076] In one embodiment of the present disclosure, the tail includes a left tail and a right tail, which are located at the rear of the fuselage to help maintain balance. The vertical take-off and landing (VTOL) aircraft includes a retractable wheel system, including a front retractable wheel under the front of the fuselage, a left rear wheel compartment and a retractable wheel under the end of the left tail, and a right rear wheel compartment and a retractable wheel under the end of the right tail. Alternatively, the rear retractable wheels can also be stored in the tail separately.

[0077] In one embodiment of the present disclosure, a vertical take-off and landing (VTOL) aircraft uses a hybrid power system, and the tilt-rotor is powered by electricity. In this particular configuration, the power system includes an electric generator and a gas engine, and the gas engine drive is located in the wing. The gas engine configuration consists of two symmetrically placed engines on the left and right. This arrangement ensures that even if one engine fails, the other engine can still safely operate the VTOL aircraft for flight or landing. If both engines fail to work, rechargeable battery packs or emergency parachutes stored in the VTOL aircraft will assist in emergency landing. An advanced computer electronic control system is used to manage power distribution to ensure that the electric motors driving the tilt-rotor can obtain a balanced and continuous power supply.

[0078] In another configuration described in the present disclosure, the tiltrotor can be powered directly from a gas engine system. The power system located in the wing platform complex, the main wing, or the linear support can be connected to the tiltrotor through a transmission system. Alternatively, the electric motor of the tiltrotor can also be directly replaced by a gas engine.

[0079] In one embodiment, the flying device or vertical take-off and landing aircraft can directly drive the motor directly by a rechargeable battery placed on the fuselage.

[0080] In one embodiment of the present disclosure, the main wing and the tilt-rotor mount play a key role in generating the main lift in the horizontal flight mode of the aircraft. In addition, flaps can be strategically placed on the rotor mount and the main wing as needed. In another variation of the disclosed concept, the wing tips of the main wing or the tilt-rotor mount can be extended symmetrically as needed.

[0081] In one embodiment, a vertical take-off and landing auxiliary system is placed on the main wing as needed. The vertical take-off and landing auxiliary system includes two lift fans symmetrically placed in the wings on both sides of the main wing. The vertical take-off and landing auxiliary system can assist the vertical take-off and landing aircraft to achieve vertical take-off and landing when the propeller diameter of the tilt rotor is small, and is closed during horizontal flight.

[0082] In one embodiment of the present disclosure, a vertical take-off and landing (VTOL) aircraft is equipped with an inflatable float system for emergency water landing, which includes left front, right front, left rear and right rear inflatable floats, which are respectively arranged on both sides of the front and rear of the fuselage.

[0083] In one embodiment of the present disclosure, the front and rear tilt-rotors rotate at the same speed but in opposite directions. The front and rear tilt-rotors can be tilted synchronously in a plane perpendicular to the long axis of the front tilt-rotor mounting frame and the rear tilt-rotor mounting frame, respectively. In the vertical take-off and landing mode, the two tilt-rotors are tilted upward, and the vertical take-off and landing aircraft can achieve vertical take-off and landing, and the direction can be adjusted to the left or right by the horizontal rotation rudder of the front stabilizer. The vertical take-off and landing aircraft can achieve horizontal flight by tilting the tilt-rotor forward, and the direction can be adjusted to the left or right by the horizontal rotation rudder of the rear stabilizer. Optionally, the rotor system of the tilt-rotor can be fixed (installed) on the tilt-rotor mounting frame, and the rotation axis of the propeller can be tilted by a hinge and a gear structure to achieve the change of flight attitude. Once one tilt-rotor fails, the other tilt-rotor can still ensure the normal flight or landing of the aircraft. In the event that both tilt-rotors fail, a partial parachute placed in the main wing can help the aircraft achieve a safe landing.

[0084] In one embodiment of the present disclosure, a vertical take-off and landing (VTOL) aircraft is equipped with a computing system including one or more processors responsible for ensuring optimal operation of power and control systems and maintaining balance of the VTOL aircraft throughout flight and during transitions between flight states.

[0085] The description of the present disclosure is provided for illustrative purposes and is intended to provide examples, but is not exhaustive or limiting to the present disclosure. Many modifications, variations and alternative implementations are apparent to those of ordinary skill in the art with experience in the teachings provided by the above description and related figures.

[0086] Unless otherwise expressly stated, the order of steps in the disclosed method is for illustrative purposes only, and the steps in the disclosed method are not limited to the above specific order and can be changed according to actual conditions. In addition, at least one step of the disclosed method can be adjusted, combined or deleted according to actual needs.

[0087] The selection and description of these examples are intended to illustrate the principles of the present disclosure and enable those skilled in the art to understand the various implementations of the present disclosure and to best utilize its basic principles and various implementations through appropriate modifications to suit specific intended uses. Therefore, it should be understood that the scope of the present disclosure should not be limited to the specific examples of the disclosed implementations, and modifications and other implementations should also be included within the scope of the present disclosure.

Claims

1. A flying device comprising: a frame, including a front portion and a rear portion; a forward tilt-rotor located on the front portion of the frame; and a rear tilt-rotor located in the rear portion of the frame; The forward tilt rotor controls the flight of the aircraft by adjusting the forward tilt angle, while the rearward tilt rotor controls the flight of the aircraft by adjusting the rearward tilt angle.

2. The flying device according to claim 1, characterized in that: The forward tilt-rotor comprises a forward tilt-axis parallel to the plane of the front portion of the frame, or the rearward tilt-rotor comprises a rearward tilt-axis parallel to the plane of the rear portion of the flight frame.

3. The flying device according to claim 1, characterized in that: The forward tilt rotor and / or the rear tilt rotor are tilted perpendicular to the ground to achieve vertical takeoff or landing, or are tilted parallel to the ground to achieve horizontal flight.

4. The flying device according to claim 1, characterized in that: A controller is also included to ensure that the front and rear tilt rotors have the same rotation speed and opposite rotation directions; or to control the tilting state of the front and rear tilt rotors.

5. The flying device according to claim 1, characterized in that: The front portion includes a forward tilt-rotor mount, the rear portion includes a rear tilt-rotor mount, and The framework includes: At least one main wing is disposed between the forward tilt-rotor mount and the rearward tilt-rotor mount; and The linear bracket is used to connect and fix the forward tilt-rotor mount, the main wing and the rear tilt-rotor mount.

6. The flying device according to claim 5, characterized in that: The propeller diameter of the forward tilt-rotor is smaller than the length of the forward tilt-rotor fixing frame, or the propeller diameter of the rearward tilt-rotor is smaller than the length of the rearward tilt-rotor fixing frame.

7. The flying device according to claim 5, characterized in that: At least one main wing includes: a lift fan to assist the flying device in vertical takeoff or landing; Alternatively, the linear support includes a retractable propeller to assist the vertical take-off and landing of the flying device and retract into the linear support during horizontal flight.

8. The flying device according to claim 5, characterized in that: Also includes: The wing platform complex, placed under the frame, is used to house the power system, controllers and connection vehicles; The power system provides power to the forward tilt-rotor and the rear tilt-rotor.

9. The flying device according to claim 8, characterized in that: The wing platform complex is used to house the power system and transmission system, which are symmetrically distributed on the main wing and the linear bracket, and connect the power system to provide power transmission between the power system and the forward tilt-rotor and the rear tilt-rotor.

10. An aircraft, comprising: A flying device to carry the vehicle; and A vehicle used to carry goods or people; The flying device is the flying device according to any one of claims 1 to 9.

11. The aircraft according to claim 10, characterized in that The vehicle is detachable so as to be removed from the flying device.

12. A method for controlling the flight of a flying device, comprising: Receive instructions from the control terminal reflecting the flight trajectory; and According to the aforementioned instructions, the tilt angle, rotation speed and rotation direction of the front tilt rotor, as well as the tilt angle, rotation speed and rotation direction of the rear tilt rotor are controlled to control the flight state of the flying device.

Images